Railway train fluid suspension

ABSTRACT

The disclosure relates to a high speed one car railroad vehicle that can be 500 to 2,000 feet long and is in the form of a millepede like running gear with multiple sets of closely spaced wheels and carrying load support platforms or decks for freight or the like, in which the running gear extends the length of the train and comprises a continuous center sill structure that is sufficiently flexible horizontally to accommodate curves and includes closely spaced wheel modules, each of which is provided with a pair of small diameter wheels that ride on the respective track rails, with the wheel modules being spaced so that the wheels are disposed every four feet on either side of the train. The center sill structure is suspended from the wheels by individual knee action suspensions connecting the wheels to the center sill structure, and where the vehicle is self-propelled, each wheel is individually driven by its own motor, with 100 per cent dynamic braking being employed. The wheel modules also each include a cross bearer or beam plate member that overlies the wheels thereof, on which members rest the train load support decks that are in the form of freight container receiving deck plates. The deck plates are sprung on the wheels underlying the same by employing an elongate fluid tube spring on either side of the center sill for each deck plate. The respective fluid tube springs extend the length of the respective deck plates, and each deck plate is supported only by its underlying fluid tube springs, which are interposed between the respective wheel suspensions and the cross bearers. The individual decks are pivotally connected to the center sill adjacent either end of same and rest of rollers mounted on the respective cross bearers that are oriented so that the center sill may readily shift laterally of the respective decks as required to smoothly round curves in the track.

[54] RAILWAY TRAIN FLUID SUSPENSION Ivan L. Joy, 1616 West 29th Street, Topeka, Kans. 6661 1 2211mm June3, 1970 21 Appl.No.: 54,032

[ 72] Inventor:

Related U.S. Application Data [62] Division of Ser. No. 800,498, Feb. 19, 1969, Pat. No.

[52] U.S. Cl. ..l 05/157 R, 104/1 R, 104/25, 105/2 R, 105/168, 105/420, 280/80 [51] Int.Cl ..B6lf1/02,B61f3/16,B61f5/10 [58] FieldofSearc'h ..l05/157,168,172,179,180, 105/199 R, 168, 420; 280/80; 295/12 [5 6] References Cited UNITED STATES PATENTS 2,299,421 10/1942 Essl 105/172 2,792,791 5/1957 Kreissig... 105/168 X 2,644,697 7/1953 Peterson ..280/80 1,975,882 10/1934 Ungar ..295/12 X 204,009 5/1878 Dabney et al.. .105/199 R 981,131 1/1911 Spangler ..lO5/18OX 1,256,558 2/1918 Hild ..lO5/l79X 2,478,187 8/1949 Germain ..105/180 Primary Examiner -Arthur L. La Point Assistant Examiner-Howard Beltran Attorney-Mann, Brown, McWilliams & Bradway [4 1 June 13, 1972 7] ABSTRACT The disclosure relates to a high speed one car railroad vehicle that can be 500 to 2,000 feet long and is in the form of a millepede like running gear with multiple sets of closely spaced wheels and carrying load support platforms or decks for freight or the like, in which the running gear extends the length of the train and comprises a continuous center sill structure that is sufficiently flexible horizontally to accommodate curves and includes closely spaced wheel modules, each of which is provided with a pair of small diameter wheels that ride on the respective track rails, with the wheel modules being spaced so that the wheels are disposed every four feet on either side of the train. The center sill structure is suspended from the wheels by individual knee action suspensions connecting the wheels to the center sill structure, and where the vehicle is self-propelled, each wheel is individually driven by its own motor, with 100 per cent dynamic braking being employed. The wheel modules also each include a cross bearer or beam plate member that overlies the wheels thereof, on which members rest the train load support decks that are in the form of freight container receiving deck plates. The deck plates are sprung on the wheels underlying the same by employing an elongate fluid tube spring on either side of the center sill for each deck plate. The respective fluid tube springs extend the length of the respective deck plates, and each deck plate is supported only by its underlying fluid tube springs, which are interposed between the respective wheel suspensions and the cross bearers. The individual decks are pivotally connected to the center sill adjacent either end of same and rest of rollers mounted on the respective cross bearers that are oriented so that the center sill may readily shift laterally of the respective decks as required to smoothly round curves in the track.

4 Claims, 14 Drawing Figures PATENTEuJun 13 I972 8,669 028 saw u or 5 FIG. IO 5 like.

RAILWAY TRAIN FLUID SUSPENSION This application is a division of my copending application Ser. No. 800,498, filed Feb. 19,1969, now US. Pat. No. 3,557,707, issued Jan. 26,1971.

This invention relates to a high speed railroad vehicle arrangement, and more particularly to a rail wheel type vehicle arrangement adapted for operation in the 100 to 200 mile per hour range.

Much attention has been given in the railroad field in recent years to developing high speed trains that will safely and efficiently operate at speeds in the 100 to 300 mile per hour.

range. Several basic factors that have discouraged significant progress in this area is that conventional rail wheels have a practical ground speed limit of about 150 miles an hour, above which centrifugal forces acting on same create a fly-apart problem, and as speeds of operation increase, it becomes increasingly difficult to keep the wheels on the rails. These problems, plus a desire to try to eliminate the drag of rolling friction, have resulted in much consideration of arranging to suspend the trainabove the track, as by compressed air or magnetism, which would ordinarily require complete replacement of existing track facilities in addition to providing a basically new type-of train structure. The-substantial investment that railroads have in existing facilities requires that every consideration be given to making needed improvements that will becompatible with existing track facilities.

A principal object of the present invention is to provide a high speed rail wheel type vehicle or train that will readily operate on existing trackage at speeds in the 100 to 200 mile per hour range without experiencing the aforesaid problems.

Another principalobject of the invention is to provide a high speed rail wheel vehicle or train that employs a wheel size and distribution that avoids wheel fly-a'part problems and permits a substantial lowering of the center of gravity for practical and routine operation in the 100 to 200 mile per hour speed range over standard trackage, while also making available more space within the clearance line established by AAR regulations for carrying payloads.

Still another principal object of the invention is to provide a railroad train arrangement that adopts a millepede like multi wheel running gear in which the wheels are arranged in closely spaced modules that are constructed to permit individual wheels that become inoperative to be temporarily retracted without materially effecting the ride provided by the train or the loading per wheel, and readily replaced as a unit when convenient.

Yet another important object of the invention is to provide a high speed train arrangement which eliminates the need for such expensive conventional equipment as trucks, brakes and rigging therefor, couplers, draft gears, steel springs and the Still other objects of the invention are to provide a high speed vehicle or train arrangement that is especially suited for freight container transportation, that employs an individual knee action suspension for the train wheels and resiliently mounts the train load supports or decks on a novel fluid tube spring arrangement which eliminates the need for conventional coil spring lo'ad supports and snubbers and which insures uniform weight distribution for the wheels supporting a particular container as well as a special wheel hold down action that overcomes rail jumping tendencies and which is economical of manufacture, convenient in use and operation, and fully adapted for ready use on standard trackage throughout the country. v

The high speed train of this invention comprises a running gear in the form of a millepede like, horizontally flexible, center sill structure that extends the length of the train and that includes wheel modules spaced lengthwise of the train on the order of 4 feet apart, in which the wheels of each wheel module are reduced to 12 inches in diameter and are each independently connected to the center sill through individual k ee action type suspensions. Each-wheel is driven by its own motor that rides with the wheel, and 100 percent dynamic braking is employed. The arrangement is such that individual wheels can be suspended in a retracted position for emergency operation in the event that any become inoperative when the train is out on the road, and the effect of sudden drops in the track is spread out over a number of adjacent wheels to maintain the smoothness of the ride.

The center sill carries railroad car length deck plates or platforms on which standard 40-foot containers or the like may be mounted, with the individual deck plates being individually supported from the wheels below same by novel fluid tube springs disposed on either side of the center sill that, in the case of each deck plate, extend the length thereof and are separate from the fluid tube springs of individual deck lengths. The fluid tube springs and the wheel knee action suspensions are especially related to provide a special hold down biasing action on wheels that may be tending to jump or leave the rails. The front end of the train is provided with a special nose construction designed to push aside vehicles struck by the train at high speeds with minimum damage to the vehicle and train.

Yet other objects, uses, and advantages will be obvious or become apparent from a consideration of the following detailed description and the application drawings.

In the drawings:

FIG. 1 is a diagrammatic perspective view illustrating more or less pictorially a high speed train embodying this invention, with the train as illustrated being employed for the purposes of carrying standard 40-foot freight containers;

FIG. 2 is a small scale plan view of several adjacent container carrying portions of the train, with important structural features of the train being shown in outline to emphasize several of the basic aspects of same;

FIG. 3 is a horizontal sectional view through the lead portion of the continuous center sill forming a part of the train of this invention;

FIG. 4 is a view on an enlarged scale of one of the car length portions of the train shown in FIG. 2, with the container omitted to better bring out some of the details of construction;

FIG. 5 is a representative transverse cross-sectional view through the train, taken substantially along line 5-5 of FIG.

4, and illustrating more particularly a typical wheel module of the train;

FIG. 6 is a horizontal sectional view taken substantially along line 6-6 of FIG. 5 and further illustrating details of construction of a typical wheel module of the train of this invention and, in particular, the wheel suspensions of same;

FIG. 7 is a fragmental view simiI-ar'to that of FIG. 5 but taken substantially along line 7-7 of FIG. 4;

FIG. 8 is a cross-sectional view substantially along line 88 of FIG. 7;

FIG. 9 is a fragmental view similar to that of FIG. 5 but taken substantially along line 99 of FIG. 4;

FIG. 10 is a fragmental view similar to that of FIG. 4 but on an enlarged scale and illustrating the general arrangement of adjacent car length portions of the train;

FIG. 11 is a side elevational view on an enlarged scale of two adjacent wheel modules of the train showing the manner in which a disabled wheel assembly of a wheel module may be suspended in an inoperative position to permit the train to complete its run, at the end of which permanent repairs can be more conveniently made;

FIG. 12 is a view similar to those of FIGS. 4 and 10 but more particularly illustrating the orientation of the rollers that are employed to support the train load supporting platforms or decks, in accordance with this invention;

FIG. 13 is a diagrammatic side elevational view, largely in block diagram type form, of the front end of the train to better bring out the nature of the lead portion of the train; and

FIG. 14 is a diagrammatic side elevational view, similar to that of FIG. I3, illustrating a railroad car arranged in accordance with this invention and adapted for incorporation in a train of standard cars.

However, it is to be understood that the specific drawing illustrations provided are supplied primarily to comply with the requirements of the Patent Code, and that the invention may have other embodiments that will be obvious to those skilled in the art and which are intended to be covered by the appended claims.

GENERAL DESCRIPTION Reference numeral of FIGS. 1 and 2 generally indicates a high speed train embodying my invention incorporated in a freight train arrangement for carrying standard 40-foot length freight containers 12, which comprises a millepede like running gear 14 that extends the length of the train and which carries a plurality of deck plates or platforms 16 arranged in end to end relation, each of which carries a freight container 12 received on same and secured thereto by cooperation with the conventional latch devices 18 that are diagrammatically illustrated in FIG. 9.

At the front or lead end of the train, the running gear 14 carries a load support platform 16A on which is mounted a cab structure 20 in which the operating personnel may ride, which is provided with a special nose structure 22 having a particular streamlined configuration that has been found to be particularly adaptable in deflecting off the railroad track vehicles that have been struck by the train.

The running gear 14 generally comprises a center sill structure 24 that extends the length of the train and is continuous and uninterrupted between the front end of the platform 16A and the rear of the train. The center sill structure 24 includes a multitude of closely spaced wheel modules 26 each of which includes a pair of wheels 28 riding on the respective trackrails 30 mounted on the usual cross ties 31. The wheels 28 in accordance with this invention are of reduced diameter, for instance on the order of 12 inches in diameter, and the wheels of adjacent wheel modules 26 are spaced apart about 4 feet on centers lengthwise of the train; this spacing is maintained throughout the length of the train.

The center sill structure 24 is suspended from the wheels of each module by knee action suspension devices 34 which in the form shown comprise a wheel mounting bracket structure 36 connected to mounting brackets 38 (that are fixed to the center sill structure 24) by a parallel linkage 40 comprising a lower pair of arms 42 and an upper bearing plate 43, with the parts indicated being pivotally connected together by the suitable ball and socket joint structures indicated at 44A and 448. The individual wheels 28 and their suspension devices each form a wheel assembly 29.

Each wheel module in the illustrated embodiment also includes a beam plate-or cross bearer 46 which overlies the wheel assemblies 29 of the respective wheel modules, and which have journaled thereon load supporting rollers 48 on which the respective deck plates or load support platforms l6 and 16A rest.

The beam plates or cross bearers 46 are secured to the center sill by a suitable connection, such as that indicated at 50 of FIGS. 5, 7 and 8, and the individual deck plates or load support platforms I6 are pivotally connected to the center sill at two points intermediate the ends thereof, as at 52 (see, for instance, FIG. 4).

Interposed between the wheels 28 that support the respective deck plates 16 and 16A, and the beam plates or cross bearers 46 overlying same are elongate fluid tube springs 54, with the arrangement being such that for each deck plate, there is a fluid tube spring 54 on either side of the center sill structure 24 and the fluid tube springs of the individual deck plates extend the length thereof but are discontinuous from the fluid tube springs of adjacent deck plates, as at 56 (see FIG. 4). The fluid tube springs 54 each comprise a flexible tubular member filled with air and water or its equivalent in an approximately 50-50 volumetric relationship.

The center sill structure 24 may comprise any suitable elongate beam-like configuration that provides for flexture horizontally as required to accommodate curves in the track, and in the form shown, the center sill structure has the I-beam configuration indicated. In accordance with this invention, the end 60 at the lead end of the train is made somewhat thinner than the main length of the center sill structure 24 (see FIG. 3) so that the lead end of the center sill has added flexture for the purpose of better following track curvature and serving to lead the trailing main portion 61 of the center sill into and out of track curvature.

The wheels 28 of the respective wheel modules 26 are individually driven by suitable motors 62 carried by the respective wheel mounting bracket structures 36. Motors 62 are diagrammatically illustrated only as they may be suitable electric motors driven by catenary systems or a turbine generator electric drive carried by cab structure 20, or they may be in the form of hydraulic motors individually driven from a suitable source of hydraulic pressure liquid powered by a diesel drive forming a part of the cab structure and provided with hydraulic controls appropriate for an arrangement of this type. Braking is achieved by practice of 100 percent dynamic braking techniques, the specifics of which will depend on the type of drive power employed.

In a specific embodiment of the invention, the train 10 employs deck plates 16 on the order of 60 feet long and oriented with respect to the running gear 14 such that 15 of the wheel modules 26 support each deck plate 16 and its container load, which thus means that the load of each container 12 will be supported by 15 wheels on each side of the container. This will involve a wheel loading on the order of 5,000 lbs. per wheel for a fully loaded container for each container deck length, which roughly approximates an average railroad car length.

The reduced wheel loading per wheel makes it practical to employ reduced wheel sizes, and 12 inch diameter wheels are preferred. This reduced size of wheels not only lowers the center of gravity at least 1 foot over conventional railroad cars, but also avoids the wheel fly-apart problem in the 100 to 200 mile per hour ground speed range and provides more pay load space within the AAR clearance profile. The result is that the train 10 when fully loaded can operate safely and effectively on an increased load paying basis in the 100 to 200 mile per hour range on conventional railroad trackways having curves with a curvature of up to and including about 5.

Furthermore, the wheels of the respective wheel modules are independently rotatable relative to each other, which eliminates the wheel slippage problem on the high side of the rail that is an inherent difficulty with conventional live shaft railway car wheels.

Moreover, each wheel of the train has its own independent knee action suspension, with the result that not only is the load of the particular car length section of the train well spread out along the trackway rails that support it, but also sudden drops in the rack rails have no great effect on the load that is being carried as the resulting stress is readily absorbed by the adjacent two or three wheels.

The millepede like construction of the running gear 14 provides a new concept in the railroad field with regard to the handling of wheel brake-downs. If a routine inspection shows that one or more of the wheels of the train has become defective, the defective wheel may be jacked up and suspended from the train in an inoperative position (see FIG. ll) so that the train can move on to its destination.

This is diagrammatically illustrated in FIG. 11 wherein it is assumed that wheel 28A or its driving motor 62 has been found to be defective for some reason or other. By placing a suitable ramp device 70 on the rail 30 adjacent the wheel 28A (which device may be formed from a piece of4 by 4 angled as at 72 to form a ramp surface), and advancing the train to roll the wheel 28A up on device 70, the knee action suspension 34 of the wheel 28A is actuated to accommodate upward movement of the wheel so that a simple suspension hook device 74 having hooked ends 76 and 78 may be applied between the wheel mounting bracket structure 36 and the adjacent end 80 of the cross bearer or beam plate of the wheel module involved. The bracket structure 36A and the beam plate end 80 are formed with suitable openings 82 and 84, respectively, for this purpose. i

As indicated, the millepede like wheel modular arrangement of the train running gear 14 provides a multitude of 5 running wheels therefor over which the loads of the individual container deck plates are well distributed. Furthermore, the temporary loss of one or more wheels has little effect on the over-all running gear and sudden drops or bumps in railroad trackage is absorbed with little noticeable effect in the over-all riding characteristics of the train. As described more in detail hereinafter, wheel assemblies 29 are made readily movable so that replacement is quick and easy.

It will also be noted that the arrangement of the fluid tube springs 54 throughout the length of the train gives each railroad car length load support platform 16 or 16A its own independent support for the load it carries. Thus, the fact that individual containers may be heavily or lightly loaded has no effect on the resilient mounting of the loads of adjacent containers. Each load support platform of the train is resiliently supported in a self compensating manner, with the fluid tube springs 54 of the respective deck plates 16 and 16A deflecting in proportion to the weight of the load carried by the respective deck plates. The fluid tube springs 54 of the respective deck plates insure that the load carried thereby is evenly dis tributed over the wheels carrying the load since the fluid type load support involved is equally applicable to each wheel assembly 29.

The knee action suspension devices 34 accommodate vertical movement of the respective wheels 28 up and down in accordance with the irregularities of the track rails, about axes that extend longitudinally of the center sill, and significantly contribute to providing a better and faster ride over rough track.

The fluid tube springs 54 and the knee action suspension devices 34 have a special cooperation in accordance with this invention, in resisting tendencies of the wheels to leave the rails when the train rounds other than a flat curve, as would be the case for any practical high speed train track. For instance, on train coming into say a 5 degree curve bearing to the right, the leading portion center sill structure 24 for each deck plate length there will tend to be twisted slightly to the right and downwardly, which exerts pressure on the tube fluid spring portions supporting same through the suspension devices 34 therelocated (on both sides of the track), with the result that the increased pressures (within the fluid tube springs in question) act through all of the suspension devices of the respective deck platesina consecutive manner to increase the pressure with which their wheels 28 bear against the track rails as the respective deck plates round the track. Thus, the wheels of the center sill structure, which at high speeds would ordinarily be subject to rail jumping, are effectively held in place at the critical time when the respective deck plate lengths involved of the center sill structure enter and move into a curve. A similar action occurs with regard to curves to the left, and when the train moves in the opposite direction The car 81 provides similar benefits insofar as its wheels are concerned. 7

This special cooperation between the fluid tube springs and the suspension devices also enables train 10 to overcome the shock that is experienced by the individual wheel suspensions v at high speeds as the individual wheels may readily deflect ver- Furthermore, as the braking of the train is achieved by 100 per cent dynamic braking, the need for conventional brake rigging and associated equipment is eliminated. Moreover, the novel tube spring avoids the need for standard steel springs and the like for vertical ride purposes.

While deck plates 16 are shown adapted for freight service, train 10 can be adapted for passenger service by applying to the respective deck plates 16 suitable passenger car type structure, which if desired, can be arranged for interchangeable application to deck plates 16 with containers 20. Containers 20 as shown are intended to represent any conventional form of freight container, but it is to be understood that in some instances deck plates 16 may be arranged for loading in a manner similar to flat cars. The rear end of train 10 (not shown) may be provided with a cab structure 20 and have a center sill end portion 60 of increased flexibility, so that train 10 can run in either direction without having to be turned around.

FIG. 14 illustrates a railroad car 81 composed of two deck plates 16A mounted as heretofore described on running gear 14A that is the same in arrangement as running gear 14 except that running gear 14A has only the length required to support the two deck plates 16A that are indicated and their respective container 12 loads. Car 81 is provided. with suitable couplers 83 associated with suitable cushioning devices 85 mounted on the ends of the car in any suitable manner for connection in a conventional railroad car train. Cars 81 provide the advantages of the invention for car length vehicles, and are moved by the train, which means that their wheels need not be powered. Any suitable braking arrangement may be employed for car 81 and, of course, car 81 can be of any desired length in multiples of the length of deck plates 16.

Car 81 has the advantage of being able to carry a 500,000 pound load with a wheel loading of about 10,000 pounds per wheel, as compared to a conventional 80-foot car which could carry a 100,000 pound load with a wheel loading of 30,000 pounds per wheel.

SPECIFIC DESCRIPTION The general arrangement shown in the drawings is provided primarily for illustrative purposes as the specific employed may be varied as required by the skill of the art to meet specific design objectives. However, the present disclosure will serve as a guide to provide an operative train arrangement that will fully meet the objects of the invention.

THE CENTER SILL STRUCTURE The center sill structure 24 forms the backbone of running gear 14 and 14A and may taken the form of I-beam 87 fabricated from a web plate 89 and end flanges 91 and 93 of suitable dimensions in light of the loads to be carried. l-beam 80 having a radial height on the order of 18 inches and a web thickness on the order of five-eigths inch will be found to be suitable for most constructions. The leading end 60 of the center sill 87 is shown as being of reduced thickness for added flexibility purposes to enable the leading end of the center sill to better guide the running gear into conformity with track curves, but this flexibility may be achieved in other ways if so desired, as by scoring the center sill for added flexibility or making the leading end a series of articulated sections or tapering the width of end flanges 91 and 93. The portion of the leading end of the center sill that should be of increased flexibility should be about the first 30 to 40'feet of the center sill, and where the train or car is to go in either direction, both ends should be made flexible in the manner indicated.

KNEE ACTION SUSPENSIONS The suspensions 34 generally comprise the pairs of spaced arms 42 that are arranged in parallelism with and below the bearing plate 43 to form the linkage 40. In the form shown, the respective arms 42 and bearing plate 43 are each provided with ball ends that seat within the sockets 92 defined by the respective ball and socket joint devices 44A and 44B that are illustrated primarily in diagram form, as any suitable device of this type would satisfy requirements. As indicated in FIG. 6, the ball and socket joint devices 44A may comprise a mounting member 94 forming a part of the socket 92 and a cap member 96 forming the other part of the socket 92 for the device 44A, the latter being secured to the mounting member by suitable bolts 98. In the case of devices 44A securing the ends of arms 42 and the ends of plate 43 to the wheel mounting bracket structures 36, the mounting members 94 are affixed in any suitable manner, as by welding, to the respective bracket structures 36. The socket devices 44B at the other ends of the respective arms 42 and plates 43 comprise mounting members 94A affixed as by welding to brackets 38, and define a cap structure 95 for holding members 96A, with these parts being releasably secured together by suitable bolts 98A to define sockets 92A for devices 443.

The bearing plates 43 each comprise a broad substantially planar body portion 102 defining a substantially planar upwardly facing bearing surface 104, which body portion is flanged as at 106 at its ends 108 and 110 and has affixed to such ends 108 and 110 bars 112 each including ball type ends 90 that cooperatewithin sockets 92 of the ball and socket devices 448 that pivot the bearing plate 43 between the respective wheel bracket structures 36 and the center sill 24.

The surface 104 of the bearing plates 40 is the portion of the suspension devices 34 that engages the respective fluid tube springs 54.

WHEEL ASSEMBLIES OF EACH WHEEL MODULE The wheels 28, their mounting bracket structures 36, and the associated suspension devices 34 each form a wheel assembly 29 that is made readily detachable for ease of servicing and replacement. In the event that the motor 62 or a wheel 28 of the particular wheel assembly 29 becomes inoperative, as has been indicated, the wheel assembly 29 involved may be temporarily suspended out of engagement with the rail, and when convenient, can be quickly replaced by making the mounting members 96A of the center sill brackets 38 detachably mounted.

The wheel mounting bracket structure 36 each comprise a plate structure 120 of generally U-shaped transverse crosssectional configuration defining an inwardly disposed upstanding wall 122 (see FIG. 6) in which wheel shaft 124 is journaled by appropriate bearing device 126, and an outer triangular shaped wall 128 in which the wheel shaft 124 is journaled by appropriate bearing device 130. The web 132 of plate structure 120 is interrupted as at 134 to receive the wheel 28. The end portions 136 and 138 of wall 122 are turned outwardly (of the train) to form appropriate mounting surfaces 140 for the respective mounting members 94, of the ball and socket joint devices 44A that support the outer ends of arms 42 and bars 112 of the suspension devices 34. Such end portions 136 and 138 are fixed as by welding to web 132.

The respective motors 62 are appropriately secured to angle brackets 142 (see FIG. 6) which are in turn affixed to the respective walls 122 of the respective wheel mounting bracket structures 36 by appropriate rivets 144, welding, or the like. Wheel shafts 124 are appropriately secured to the driving shaft of the respective motors 142 in any suitable manner (not shown) depending upon the specific type of equipment employed to drive the wheels 28.

It will thus be seen that when a wheel 28, its bearings 126 or 130, or its motor 62 become defective or inoperative, the entire assembly may be removed as a unit and replaced with a new assembly that is fully operative.

THE FLUID TUBE SPRING The fluid tube springs 54 may comprise lengths of tubing 150 formed of a suitable flexible material, such as corded rubber or a suitable plastic, and each tube 150 is provided with a suitable end cap structure 152 that may include a suitable fitting 154 for supplying liquid and gas to the tube bore or chamber 156.

As indicated in FIGS. 2, 4 and 10, the fluid tube springs of the respective container deck plates are separate from each other, and furthermore, in the case of each container deck plate, the fluid tube springs on each side of the center sill structure 24 are separate from each other. Thus, a pair of fluid tube springs supporting each container load functions independently of the fluid tube springs of the adjacent container loads. Furthermore, the fluid tube spring on each side of the center sill for a particular container load is not affected by the weight the other fluid tube spring supports, and this is especially important when rounding track curves.

As indicated, the fluid tube springs 54 are filled with liquid and gas, preferably water and air, in a relationship of approximately 50 percent water and 50 percent air by volume, and in flated to about four-fifths capacity for a normal load under a pressure on the order of 15 to 25 psi is preferred.

Suitable securing devices (not shown) may be employed to bind the respective springs 54 to the respective bearing plates 40 and/or beam plates 46 against dislodgement when the beam plates are under near zero load conditions. In practice several independent fluid tube springs may be employed on either side of the center sill, such as two or three, to insure that at least one will be operative on either side of the center sill if leakage should develop in the others.

The fluid tube spring 54 may be formed by tubes extending continuously the length of the train and provided with space dividers at the ends of the respective deck plates 16 and 16A, or they may be in the form of the separate tubes illustrated. In an alternative arrangement contemplated in this invention, beam plates 46 are omitted and deck plates 16 and 16A rest directly on the fluid tube springs 54, which are made of adequate diameter to operatively spring the deck plates on suspensions 34. The rounded configuration of springs 54 permits the necessary movement of the center sill relative to the deck plates on rounding of curves, springs 54 merely roll as necessary to accommodate the relative movement involved.

THE BEAM PLATES The beam plates or cross bearers 46 in the form shown each comprise an elongate plate of suitable thickness having secured to the upper surface 162 thereof spaced pairs of lugs 164 in which the respective load supporting rollers 48 are suitably journaled with the orientation indicated in FIGS. 4 and 12. As already indicated, the respective deck plates 16 and 16A are pivotally connected to the center sill in the two positions for each deck length, as at 52, and the rollers 48 of the deck plates 46 closest to the respective connections 52 are oriented so that their axes of rotation pass through the respective connection points 52 (note especially FIGS. 4 and 12). This arrangement insures a smooth shifting action of the running gear sidewise of the container deck plates as the train rounds track curves.

It is desirable that the beam plates of the respective wheel modules be firmly secured with respect to the center sill structure 24, yet the connection employed should not detract from the flexibility of the center sill structure. For this purpose, the connection indicated at 50 (see FIGS. 5, 7 and 8) is shown as comprising a pair of bracket structures I70 suitably fixed as by welding to the undersurface 171 of the respective beam plates 46, which are respectively clamped against suitable blocks 172 of rubber or plastic that bear in turn against the center sill structure web 82 under the action of suitable bolts 174 and nuts 175 which bolts pass freely through appropriate holes formed in the center sill web 82.

As indicated in FIGS. 7 and 8, the respective bracket structures each comprise a pair of depending members 176 fixed as by welding to the undersurface 171 of the respective beam plates 46, as at 178, and having affixed to their opposing edges 182 bearing plates 182 which bear against the respective resilient blocks 172.

THE CONTAINER DECK PLATES The container deck plates 16 are only diagrammatically illustrated, but may comprise a deck structure of any suitable construction provided with the conventional container locating and locking devices 18 shaped for reception in suitable recesses 188 formed in the container at its four corner support points, as is conventional practice.

The deck. plates for purposes of illustration are shown pivotally connected to the center sill structure 24 as at 52 by employing an upstanding headed pin 190 (see FIG. 9) having its head '192 fixed as by welding to center sill structure. The pin head 192 is disposed within recess 194 of the beam plate 46 involved, with the pin head being held against vertical displacementby hold down plate 196 received over the pin stem 198 and affixed as by.welding to. the upper surface 160 of the beam plate.

The pin stern 198 extends upwardly through a suitable perforation in the respective deck plates, when the latter rest on the rollers 48, with the deck plates 16 being held against vertical displacement in the empty load condition by suitable nuts 200. As indicated, pins 190 are welded in place for fixed relationship with respect to the center sill structure 24 to serve as a fixed pivot about which the center sill structure arcs-with respect to the respective deck plates as the train rounds the curve.

The deck plate 16A is the same in general arrangement as deck'plates 16, but has cab structure 20 permanently applied thereto.

THE CAB STRUCTURE The cab structure 20 preferably has the nose structure indicated at 22 in FIGS. 1 and 13 and rests on platform 16A. The leading end of the running gear which supports the cab structure 20, as already indicated, includes the heretofore described wheel modules 26 and associated wheel assemblies 29, and the deck plate 16A is supported by fluid tube springs 54A that are identical in character to fluid tube springs 54.

As indicated, the nose structure 22 has a logarithmic curved configuration which, on impact with a stalled vehicle at high speeds, provides gradual acceleration of the vehicle to such a degree that the effect of a collision at 100 miles per hour may be reduced to something like that on the order of 15 miles hour.

The curved configuration that is indicated for nose structure 22 provides a forwardly extending relatively flat protuberance 210 which tends to act as a wedge forced under the struck vehicle and throw it to one side.

The nose structure curved configuration also helps to hold the leading end of the cab structure down on the track at high speed, and helps it slip through theair with reduced wind resistance.

The foregoing description and the drawings are given merely to explain and illustrate my invention and the invention is not to be limited thereto, except insofar as the appended claims are so limited, since those skilled in the art who have my disclosure before them will be able to make modifications and variations therein without departing from the scope of the invention.

I claim:

1. In a rail vehicle including wheels for riding on the rails of a track and a load support carried by the wheels, in which the wheels are each journaled in a wheel assembly operably connected with the vehicle and the load support is disposed above the respective wheel assemblies, a suspension arrangement for supporting the load support on the wheel assemblies, said suspension arrangement comprising:

a first fluid spring means extending longitudinally of the vehicle along one side of same and interposed in load transmitting relation between the load support and the wheel assemblies that are on said one side of the vehicle,

a second fluid spring means extending longitudinally of the vehicle along the other side of same and interposed in load transmittin relation between the load support and the wheel assem lies that are on said other side of said vehicle,

said fluid spring means each comprising:

an elongate flexible inflatable tubular member extending substantially the length of the load support,

said tubular members each defining a chamber extending substantially the length thereof,

said chambers being pressurized with fluid to inflate said members for supporting the load support on the respective wheel assemblies,

said chambersbeing sealed from communication with each other.

2. The suspension arrangement set forth in claim 1 wherein:

the wheels are each journaled in a separate wheel assembly,

each of said wheel assemblies comprising:

a bracket member in which the wheel is journaled, and parallel links pivotally connecting the bracket member to the vehicle in parallel linkage form,

with the respective tubular members bearing on the respective parallel links on either side of the vehicle.

3. The suspension arrangement set forth in claim 1 wherein:

said fluid is composed of a gas and a liquid with the liquid of each chamber filling on the order of about fifty per cent of the space defined by the respective chambers.

4. The suspension arrangement set forth in claim 1 wherein:

said tubular members each have an exterior that is generally rounded in transverse cross-sectional configuration,

with the load support and wheel assemblies including generally flat load transmitting surfaces between which the respective tubular members are interposed on either side of the vehicle. 

1. In a rail vehicle including wheels for riding on the rails of a track and a load support carried by the wheels, in which the wheels are each journaled in a wheel assembly operably connected with the vehicle and the load support is disposed above the respective wheel assemblies, a suspension arrangement for supporting the load support on the wheel assemblies, said suspension arrangement comprising: a first fluid spring means extending longitudinally of the vehicle along one side of same and interposed in load transmitting relation between the load support and the wheel assemblies that are on said one side of the vehicle, a second fluid spring means extending longitudinally of the vehicle along the other side of same and interposed in load transmitting relation between the load support and the wheel assemblies that are on said other side of said vehicle, said fluid spring means each comprising: an elongate flexible inflatable tubular member extending substantially the length of the load support, said tubular members each defining a chamber extending substantially the length thereof, said chambers being pressurized with fluid to inflate said members for supporting the load support on the respective wheel assemblies, sAid chambers being sealed from communication with each other.
 2. The suspension arrangement set forth in claim 1 wherein: the wheels are each journaled in a separate wheel assembly, each of said wheel assemblies comprising: a bracket member in which the wheel is journaled, and parallel links pivotally connecting the bracket member to the vehicle in parallel linkage form, with the respective tubular members bearing on the respective parallel links on either side of the vehicle.
 3. The suspension arrangement set forth in claim 1 wherein: said fluid is composed of a gas and a liquid with the liquid of each chamber filling on the order of about fifty per cent of the space defined by the respective chambers.
 4. The suspension arrangement set forth in claim 1 wherein: said tubular members each have an exterior that is generally rounded in transverse cross-sectional configuration, with the load support and wheel assemblies including generally flat load transmitting surfaces between which the respective tubular members are interposed on either side of the vehicle. 